Train signaling and stopping system.



H. G. SEDGWICK.

TRAIN SIGNALING AND STOPPING SYSTEM. APPLICATION FILED Nov. 22, 1912. IIEIIEWED III/IY Io| 19.11.

l ,gl PatentedJuly 10, 1917'.

IIIIIII 3 Imm/Ito@ I f l QQ *f 4 I a I Kamaney.

HIRAM Gi'. SEDGWICK, OF MILL VALLEY, SAFETY APPLIANCE COMPANY,

CALIFORNIA, ASSIGNOR TO THE NATIONAL A CORPORATION OF CALIFORNIA.

TRAIN SIGN ALIN G AND STOPPING SYSTEM.

incassi.,

Application filed November 22, 1912, Serial No. 732,983. Renewed May 10, 1917.

To all 'whom t may concern.'

Be it known that l, HIRAM Gr. Snncwion, a citizen of the United States, and a resident of Mill Valley, county oit Marin, State of California, have invented certain new and useful Improvements in Train Signaling and Stopping Systems, of which the following is a full and clear specification, reference being had to the accompanying drawing, in which is represented a diagram of a sutiicient portion of a railway road-bed to illustrate one application of my present invention.

This invention has reference to that class of train control apparatus in which an electroinagnet or a series of such magnets are arranged on the road bed in such manner as to actuate an armature on one of the vehicles of the train as the train passes over the magnet or magnets, one such system be ing disclosed in my (zo-pending application Serial Number 798,251, means being provided whereby passing trains automatically energize the magnet that is to operate the particular armature required. My present improvements are intended to permit the use of a permanent magnet on the roadl bed so that the magnet will at all times, unless neutralized by a passing train or by other means, be in condition to affect the armature on the train, whereby all the train controlled magnets are normally operative.

1 designates the train controlled magnet, which is a polarized magnet whose coils are connected by conductors 2 respectively to a pair of contact plates 3 of a pole changing switch 4. The two lingers 5 of this switch are respectively connected to the terminals of a circuit 6 in which is included a battery 7 and a resistance 8. The magnet is so wound and connected up to the poles of the battery that when the pole changing switch is in its normal position (which position is shown in the drawing) the current will flow through the magnet in the proper direction with regard to polarity of the magnet as to augment and renew the permanent magnetic energy of the magnet. The current that normally iows through the magnet is reduced to a very slight electromotive force by the resistance S, thus conserving the battery and at the same time keep the battery from deteriorating by reason of non use.

It will 'be understood that the permanent magnetic power of the magnet will be suiii- Specification of Letters Patent.

Patented July 1h09, 1917.

serial no. 167,803.

cient of itself to actuate the train armature, and the gentle current that normally flows through the magnet principally for thc purpose ot preventing the battery going stale, although, as stated, an advantageous result lies in the fact that this current tends to constantly renew and augment the inagnetic force of the magnet. Then it is desired to temporarily render this magnet inoperative it is simply necessary to send the current through its coils in a direction opposite to the normal flow and thus neutralize both poles ot the magnet, as is well nnden stood, the current of course being sufficient to set up magnetism of opposite polarity et sufficient strength to approximately equalize the normal strength of the magnet. One ina-nner ol" doing this is as follows: The track rails adjacent to the magnet are insulated from the main rails, as at 9, and these short i'ail sections are respectively connected by conductors 10 and 11, 11a and 11b with a battery l2 and a magnet 13. This magnet i3 when energized shifts the pole changing switch 4c and thus sends the cur? rent through the magnet in the opposite direction. This circuit is closed by the wheels and axles of the passing train when it enters upon the rails 9. Thus merely shitting the pole changing switch would only send through the magnet the reduced current which flows through the resistance S and therefore in order that the i'ull strength of the battery shall be applied to the magnet it is necessary that this resistance be cut out at the same time or an instant later than the pole changing switch is actuated. This is done through another circuit which is connected to the same insulated rail sections, this circuit being indicated by the numerals 14 15n and 15b and 15 which are respectively connected to the circuit 6 at opposite sides of the resistance, so that the wheels of the train together with these circuit wires 14E and 15 form a loop or shunt around the resistance and thus permits the full battery current to pass through the pole changing switch to the magnet, this current being, as stated, of sufficient strength to practically neutralize the polarity of the magnet and thus render it inactive. When the last wheels of the train pass oit' the short rails 9 the circuits will be broken and the pole changing switch will be raised to its normal position.

One branch, composed of conductors 11a and 11b of the pole changing circuit passes through arelay armature 16, which armature may be controlledv by the regular track relay 17 or by any other relay. When the relay is denergized the armature is released and the circuit 11a 11br is broken, thus rendering it impossible for an on-coming train to neutralize the magnet, so that the train will receive its proper signal. This relay is denergized by the entry of a train upon the block just ahead o1' in any other manner. Of course when there is no danger ahead and there is no necessity for stopping the train or actuating its signals, the relay armature is closed and the pole changer and its circuits are ready to be operated by the passing train to thus neutralize the magnet.

As it is desirable to keep the battery 12 slightly active all the time in order to prevent deterioration, I connect the wires 10 and 11b by a resistance 18, whereby a very slight current will be permitted to pass through the pole changing magnet at all times except when. the relay armature 16 is open.

In order to save battery current it is desirable to open the battery circuits as soon as possible after they have done their work. To do this I provide another pair ot insulated rails 19 just beyond the rails 9 and employ in connection therewith an automatic switch which will be actuated by the first pair of wheels to enter upon the rails 19. This switch device consists of an electromagnet 2O which is included in a partial circuit 21 containing a battery 22, the terminals of this partial circuit being connected to the rails 19. An armature contact lever 23 is adapted to be actuated by the magnet when the same is energized. The wheels and axles of the train close circuit 21 and thus energize magnet 20, which actuates armature 23, and this armature is arranged to normally connect conductors 11 and 11a as well as conductors 15L and 15b of the resistance-cut-out circuit. To keep the current in circuit 11--11a separate from the current in circuit 15in-15a, the armature lever 23 is divided longitudinally by a strip of insulaytion 24. In this way the parts are all restored to normal an instant after the magnets have performed their work. i

Should the relay 17 be open and it is therefore necessary to signal or stop the train passing over the magnet, it will be observed that as soon as the wheels.. enter upon rails 9,V circuit 14, 15a andl 15b will be closed notwithstanding the fact that it is impossible to shift the pole changer through circuit 10-11, 11a, 11b whereby resistance S will be shunted and the full strength of the battery allowed-.to pass to thermagnet in the normal direction, thus greatly auginenting the power of the magnet and at the ysame time aiding materially in renewing its permanent polarity and strength. This is a very important Jfeature of my system.

In order that ythe current from neither y battery 7 or 12 shall traverse the conductors of the other, I may arrange these batteries with their poles in opposition or I may employ another set 9a of insulated rail sections and connect conductors 10 and l1b thereto', as shown in dotted lines in the drawings.-

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is-

1. In combination with a road bed, a polarized .trainl control magnet, and means whereby a passing train automaticallytemporarily neutralizes the magnet to renderit inoperative, said means including a local battery and circuit and a pole changing device.

2. In combination with a road bed,.of a train control magnet thereon and means operated by a passing train whereby if the block ahead be prempted the current will be sent through the magnet in normal direction and vice versa if the block ahead be not occupied, for the purpose set'forth.

3. In combination with a road bed, of a polarized magnet thereon, a circuit connected to the coils of the magnet andincluding a battery, a pole changer and a resistance, and means operated by a passing ,train for shifting the pole` changer and shunting ,the resistance, whereby the full strength of the battery will be sent through the magnet` in a direction to neutralize the magnetic power of the same. Y Y

In testimony whereof I hereunto affix myV signature in the presence of two witnesses.

' HIRAM G. SEDGWIGK.

IVitnesses C. D. Davis, CHARLES LowELL IIowARD.

i Copies of this patent may he obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

